Commission Regulation (EU) No 1302/2014 of 18 November 2014 concerning a technical specification for interoperability relating to the ‘rolling stock — locomotives and passenger rolling stock’ subsystem of the rail system in the European Union Text with EEA relevance

Article 1

The technical specification for interoperability (TSI) relating to the ‘rolling stock — locomotives and passengers rolling stock’ subsystem of the rail system in the entire European Union, as set out in the Annex, is hereby adopted.

Article 2

which is, or is intended to be, operated on the rail network defined in point 1.2 of the Annex and which falls under one of the following types:

• (a) self-propelling thermal or electric trains;

• (b) thermal or electric traction units;

• (c) passenger carriages;

• (d) special vehicles, such as on-track machines (OTMs).

Article 3

• (a) it is subject to renewal or upgrading in accordance with Section 7.1.2 of the Annex to this Regulation; or

• (b) the area of use is extended in accordance with Article 54(3) of Directive (EU) 2016/797, in which case the provisions in Section 7.1.4 of the Annex to this Regulation shall apply.

Article 4

• (a) the national rules referred to in paragraph 1;

• (b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1;

• (c) the bodies designated to carry out the conformity assessment and verification procedures with respect to the open points.

Article 5

• (a) the national rules referred to in paragraph 1;

• (b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1;

• (c) the bodies designated to carry out the conformity assessment and verification procedures for the national rules relating to the specific cases set out in point 7.3 of the Annex.

Article 6

Article 7

In accordance with Article 9(3) of Directive 2008/57/EC, each Member State shall communicate to the Commission within one year of the entry into force of this Regulation the list of projects being implemented within its territory and are at an advanced stage of development.

Article 9

The declaration of verification of a subsystem referred to in  Articles 13 to 15 of Directive (EU) 2016/797 and/or the declaration of conformity to type of a new vehicle referred to in  Article 24 of Directive (EU) 2016/797 established in accordance with Decision 2008/232/EC or Decision 2011/291/EU shall be considered valid until the Member States decide that the type or design certificate needs to be renewed as stated in those Decisions.

Article 10

Article 11

They shall however continue to apply to:

• (a) subsystems authorised in accordance with these Decisions;

• (b) cases referred to in Article 9 of this Regulation.

Article 12

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from 1 January 2015. However, an authorisation for placing in service may be granted in accordance with the TSI as set out in the Annex to this Regulation, before 1 January 2015.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

ANNEX

TABLE OF CONTENTS	TABLE OF CONTENTS
1.	Introduction
1.1.	Technical Scope
1.2.	Geographical Scope
1.3.	Content of the TSI
2.	Rolling stock subsystem and functions
2.1.	The rolling stock subsystem as part of the Union's rail system
2.2.	Definitions related to rolling stock
2.2.1.	Train formation
2.2.2.	Rolling stock
2.3.	Rolling stock in the scope of this TSI
2.3.1.	Types of rolling stock
2.3.2.	Track gauge
2.3.3.	Maximum speed
3.	Essential requirements
3.1.	Elements of the rolling stock subsystem corresponding to the essential requirements
3.2.	Essential requirements not covered by this TSI
4.	Characterisation of the rolling stock subsystem
4.1.	Introduction
4.1.1.	General
4.1.2.	Description of the Rolling stock subject to the application of this TSI
4.1.3.	Main categorisation of the rolling stock for application of TSI requirements
4.1.4.	Categorisation of the rolling stock for fire safety
4.2.	Functional and technical specification of the sub-system
4.2.1.	General
4.2.2.	Structure and mechanical parts
4.2.3.	Track interaction and gauging
4.2.4.	Braking
4.2.5.	Passenger related items
4.2.6.	Environmental conditions and aerodynamic effects
4.2.7.	External lights & visible and audible warning devices
4.2.8.	Traction and electrical equipment
4.2.9.	Driver's Cab and driver-machine interface
4.2.10.	Fire safety and evacuation
4.2.11.	Servicing
4.2.12.	Documentation for operation and maintenance
4.2.13.	Interface requirements with Automated Train Operation on-board
4.3.	Functional and technical specification of the interfaces
4.3.1.	Interface with Energy subsystem
4.3.2.	Interface with Infrastructure subsystem
4.3.3.	Interface with Operation subsystem
4.3.4.	Interface with the Control, command and signalling subsystem
4.3.5.	Interface with the telematics applications subsystem
4.4.	Operating rules
4.5.	Maintenance rules
4.6.	Professional competencies
4.7.	Health and safety conditions
4.8.	European register of authorised types of vehicles
4.9.	Route compatibility checks before the use of authorised vehicles
5.	Interoperability constituents
5.1.	Definition
5.2.	Innovative solution
5.3.	Interoperability constituent specification
5.3.1.	Automatic centre buffer coupler
5.3.2.	Manual end coupling
5.3.3.	Rescue couplers
5.3.4.	Wheels
5.3.4a.	Automatic variable gauge systems
5.3.5.	WSP (wheel slide protection system)
5.3.6.	Head lamps
5.3.7.	Marker lamps
5.3.8.	Tail lamps
5.3.9.	Horns
5.3.10.	Pantograph
5.3.11.	Contact strips
5.3.12.	Main circuit breaker
5.3.13.	Driver's seat
5.3.14.	Toilet discharge connection
5.3.15.	Inlet connection for water tanks
6.	Assessment of conformity or suitability for use and ‘EC’ verification
6.1.	Interoperability constituents
6.1.1.	Conformity assessment
6.1.2.	Application of modules
6.1.3.	Particular assessment procedures for interoperability constituents
6.1.4.	Project phases where assessment is required
6.1.5.	Innovative solutions
6.1.6.	Assessment of suitability for use
6.2.	Rolling stock subsystem
6.2.1.	EC verification (general)
6.2.2.	Application of modules
6.2.3.	Particular assessment procedures for subsystems
6.2.4.	Project phases where assessment is required
6.2.5.	Innovative solutions
6.2.6.	Assessment of documentation requested for operation and maintenance
6.2.7.	Assessment of units intended to be used in general operation
6.2.8.	Assessment of units intended to be used in predefined formation(s)
6.2.9.	Particular case: Assessment of units intended to be included in an existing fixed formation
6.2.10.	EC verification when ETCS is installed on-board a rolling stock/rolling stock type
6.2.11.	EC verification for rolling stock/rolling stock type when ATO on-board is installed
6.3.	Maintenance of subsystems containing Interoperability constituents not holding an EC declaration
7.	Implementation
7.1.	General rules for implementation
7.1.1.	General
7.1.1.1.	Application to newly built rolling stock
7.1.1.2.	Application to ongoing projects
7.1.1.3.	Application to special vehicles
7.1.1.4.	Transitional measure for fire safety requirement
7.1.1.5.	Conditions for having a vehicle type authorisation and/or an authorisation for placing on the market of passenger coaches not limited to a particular area of use
7.1.1.6.	Conditions for having a vehicle type authorisation and/or an authorisation for placing on the market of personnel carriages not limited to a particular area of use
7.1.2.	Changes to rolling stock in operation or to an existing rolling stock type
7.1.2.1.	Introduction
7.1.2.2.	Rules to manage changes in both rolling stock and rolling stock type
7.1.2.2a.	Particular rules for rolling stock in operation not covered by an EC declaration of verification with a first authorisation for placing in service before 1 January 2015
7.1.2.2b.	Particular rules for vehicles modified to test performance or reliability of technological innovations for a limited period of time
7.1.3.	Rules related to the EC type or design examination certificates.
7.1.3.1.	Rolling stock subsystem
7.1.3.2.	Interoperability constituents
7.1.4.	Rules for the extension of the area of use for rolling stock having an authorisation in accordance with Directive 2008/57/EC or in operation before 19 July 2010
7.1.5.	Pre fitment requirements for new rolling stock design where ETCS is not yet installed
7.2.	Compatibility with other subsystems
7.3.	Specific cases
7.3.1.	General
7.3.2.	List of specific cases
7.4.	Specific environmental conditions
7.5.	Aspects that have to be considered in the revision process or in other activities of the Agency
7.5.1.	Aspects related to a basic parameter in this TSI
7.5.2.	Aspects not related to a basic parameter in this TSI but subject to research projects
APPENDIX A —	Not used
APPENDIX B —	1 520 mm system gauge T.
APPENDIX C —	Special provisions for On Track Machines (OTMs)
APPENDIX D —	Not used
APPENDIX E —	Anthropometric measurements of the driver
APPENDIX F —	Front visibility
APPENDIX G —	Servicing
APPENDIX H —	Assessment of the rolling stock subsystem
APPENDIX I —	Aspects for which the technical specification is not available (open points)
APPENDIX J —	Technical specifications referred to in this TSI
APPENDIX J-1 —	Standards or normative documents
APPENDIX J-2 —	Technical documents
APPENDIX K —	Validation process for new end pieces of Magnetic Track Brake (MTB)
APPENDIX L —	Changes of requirements and transition regimes

1. INTRODUCTION

A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem, or part thereof, as defined in Article 2(11) of Directive (EU) 2016/797 of the European Parliament and of the Council ([^E0004]).

1.1.   Technical Scope

This technical specification for interoperability (TSI) is a specification by which a particular subsystem is addressed in order to meet the essential requirements and ensure the interoperability of the Union's rail system as described in  Article 1 of Directive (EU) 2016/797.

The particular subsystem is the rolling stock of the Union's rail system referred to in  section 2.7 of Annex II to Directive (EU) 2016/797.

This TSI is applicable to rolling stock:

• — which is (or is intended to be) operated on the rail network defined in the Section 1.2 ‘Geographical scope’ of this TSI, and

• — which is of one of the following types (as defined in  section 2 of Annex I to Directive (EU) 2016/797): — Self-propelling thermal or electric trains, — Thermal or electric traction units, — Passenger carriages, — Mobile railway infrastructure construction and maintenance equipment.

Rolling stock of the types mentioned in  Articles 1(3) and (4) of Directive (EU) 2016/797 are excluded from the scope of this TSI:

• — Metros, tram, and other light rail vehicles,

• — Vehicles for the operation of local, urban or suburban passenger services on networks that are functionally separate from the rest of the railway system,

• — Vehicles exclusively used on privately owned railway infrastructure that exists solely for use by the owner for its own freight operations,

• — Vehicles reserved for a strictly local, historical or touristic use.

The detailed definition of the rolling stock in the scope of this TSI is given in Chapter 2.

1.2.   Geographical scope

This TSI applies to the Union rail system.

1.3.   Content of the TSI

In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI covers the ‘rolling stock - Locomotives and passenger rolling stock’ subsystem.

2. ROLLING STOCK SUBSYSTEM AND FUNCTIONS

2.1.   The rolling stock subsystem as part of the Union's rail system

The Union's rail system has been broken down into subsystems as set out in Annex II to Directive (EU) 2016/797.

The Locomotives and passenger rolling stock subsystem has interfaces with other subsystems of the Union rail system. Those interfaces are considered within the frame of an integrated system, compliant with all the relevant TSIs.

In addition to the rolling stock subsystem, other TSIs describe specific aspects of the railway system and concern several subsystems.

The requirements concerning the rolling stock subsystem expressed in the Commission Regulation (EU) No 1300/2014 ([^E0005]) (‘TSI PRM’) and the Commission Regulation (EU) No 1304/2014 ([^E0006]) (‘TSI NOI’) are not repeated in this TSI. They apply to ‘Locomotives and passenger rolling stock’ subsystem in accordance with their respective scope and implementation rules.

2.2.   Definitions related to rolling stock

For the purpose of this TSI, the following definitions apply:

2.2.1.   Train formation:

• (a) A ‘unit’ is the generic term used to name the rolling stock which is subject to the application of this TSI, and therefore subject to ‘EC’ verification.

• (b) A Unit may be composed of several ‘vehicles’, as defined in  point (3) of Article 2 of Directive (EU) 2016/797, Article 2(c); considering the scope of this TSI, the use of the term ‘vehicle’ in this TSI is limited to the rolling stock subsystem as defined in Chapter 1.

• (c) A ‘train’ is an operational formation consisting of one or more units.

• (d) A ‘passenger train’ is an operational formation accessible to passengers (a train composed of passenger vehicles but not accessible to passengers is not considered as a passenger train).

• (e) A ‘fixed formation’ is a train formation that can only be reconfigured within a workshop environment.

• (f) A ‘predefined formation(s)’ is a train formation(s) of several units coupled together, which is defined at design stage and can be reconfigured during operation.

• (g) ‘Multiple operation’ is an operational formation consisting of more than one unit, including:
• — trainsets designed in such a way that several of them (of the type under assessment) are capable of being coupled together to operate as a single train controlled from 1 driver's cab;
• — locomotives designed in such a way that several of them (of the type under assessment) are capable of being included in a single train controlled from one driver's cab.

• (h) ‘General operation’: A unit is designed for general operation when the unit is intended to be coupled with other unit(s) in a train formation which is not defined at design stage.

2.2.2.   Rolling stock

Definitions below are classified in three groups as defined in the section 2 of Annex I to Directive (EU) 2016/797:

• (A) Locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches: (1) Thermal or electric traction units A Locomotive is a traction vehicle (or combination of several vehicles) that is not intended to carry a payload and has the ability to be uncoupled in normal operation from a train and to operate independently. A Shunter is a traction unit designed for use only on shunting yards, stations and depots. Traction in a train can also be provided by a powered vehicle with or without driving cab, which is not intended to be uncoupled during normal operation. Such a vehicle is called a Power Unit (or power car) in general or a Power Head when located at one end of the trainset and fitted with a driving cab. (2) Self-propelling thermal or electric trainsets A Trainset is a fixed formation that can operate as a train; it is by definition not intended to be reconfigured, except within a workshop environment. It is composed of only motored or of motored and non-motored vehicles. An Electric and/or Diesel Multiple Unit is a trainset in which all vehicles are capable of carrying a payload (passengers or luggage/mail or freight). A Railcar is a vehicle that can operate autonomously and is capable of carrying a payload (passengers or luggage/mail or freight). A tram – train is a vehicle designed for combined use on both a light-rail infrastructure and a heavy-rail infrastructure; (3) Passenger coaches and other related cars A Coach is a vehicle without traction in a fixed or variable formation capable of carrying passengers (by extension, requirements specified to apply to coaches in this TSI are deemed to apply also to restaurant cars, sleeping cars, couchettes cars, etc.). A Van is a vehicle without traction capable of carrying payload other than passengers, e.g. luggage or mail, intended to be integrated into a fixed or variable formation which is intended to transport passengers. A Driving Trailer is a vehicle without traction equipped with a driving cab. A coach may be equipped with a driver's cab; such a coach is then named a Driving Coach. A van may be fitted with a driver's cab and as such is known as a Driving Van. A Car carrier is a vehicle without traction capable of carrying passenger motor cars without their passengers and which is intended to be integrated in a passenger train. A Fixed Rake of Coaches is a formation of several coaches ‘semi-permanently’ coupled together, or which can be reconfigured only when it is out of service. A Personnel Carriage is a unit capable of carrying persons but not intended to be used for passenger service.

• (B) Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries. Such vehicles are out of the scope of this TSI. They are covered by Commission Regulation (EU) No 321/2013 ([^E0007]) (‘TSI WAG’).

• (C) Special vehicles Special vehicles, such as On-Track Machines (OTMs), are categorised in the EVR Commission Implementing Decision (EU) 2018/1614 ([^E0008]). They can be grouped into the following subsets:
• (i) On track Machines (OTMs) are vehicles specially designed for construction and maintenance of the track and infrastructure.
• (ii) Infrastructure Inspection Vehicles (IIVs) are vehicles utilised to monitor the condition of the infrastructure.
• (iii) Environment vehicles are vehicles designed for clearance of the track from environmental conditions such as snow clearance machines.
• (iv) Emergency vehicles are vehicles designed for a specific emergency use such as evacuation, firefighting, and recovery of trains (including the breakdown cranes).
• (v) Road-Rail vehicles are self-propelled machines able to move on rails and on the ground. Special vehicles can be used in one or more of the following modes: working mode, travelling mode and running mode, as self-propelled or as hauled vehicles.

2.3.   Rolling stock in the scope of this TSI

2.3.1.   Types of rolling stock

The scope of this TSI concerning rolling stock, classified in three groups as defined in the Annex I section 2 of Directive (EU) 2016/797, is detailed as follows:

• (A) Locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches (1) Thermal or electric traction units This type includes traction vehicles that are not capable of carrying a payload, such as thermal or electric locomotives or power units. The concerned traction vehicles are intended for freight or/and passenger transport. Exclusion from the scope: Shunters (as defined in Section 2.2) are not in the scope of this TSI. When they are intended to operate on the Union railway network (movement between shunting yards, stations and depots), article 1.4(b) of Directive (EU) 2016/797 applies. (2) Self-propelling thermal or electric passenger trains This type includes any train in fixed or pre-defined formation, composed of vehicles passenger carrying and/or vehicles not carrying passengers. Thermal or electric traction equipment is installed in some vehicles of the train, and the train is fitted with a driver's cab. Exclusion from the scope: In accordance with Articles 1.3, 1.4(d) and 1.5 of Directive (EU) 2016/797, the following rolling stock is excluded from the scope of the TSI:
• — Rolling stock intended to operate on local, urban or suburban networks functionally separate from the rest of the railway system.
• — Rolling stock primarily used on light rail infrastructure but equipped with some heavy rail components necessary to enable transit to be effected on a confined and limited section of heavy rail infrastructure for connectivity purposes only.
• — Tram – trains. (3) Passenger coaches and other related cars Passenger carriages: This type includes vehicles without traction carrying passengers (coaches, as defined in Section 2.2), and operated in a variable formation with vehicles from the category ‘thermal or electric traction units’ defined above to provide the traction function. Non-passenger carrying vehicles included in a passenger train: This type includes vehicles without traction included in passenger trains (e.g. luggage or postal vans, car carriers, vehicles for service...); they are in the scope of this TSI, as vehicles related to transport of passengers. Personnel (non-passenger) carrying vehicles included in a train not operating passenger services: This type includes vehicles without traction not accessible to the public, used primarily for the transport of personnel (e.g. military escort personnel, firefighters, personnel of the infrastructure manager or railway undertaking) and intended to be integrated in trains that typically are not accessible to the public and not intended for passenger carriage; they are in the scope of this TSI as personnel carriages, and may be authorised for placing on the market not limited to a particular area of use subject to the conditions in point 7.1.1.6.

• (B) Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries are not in the scope of this TSI but covered by the TSI WAG even when they are included in a passenger train (the train composition is in this case an operational issue). Vehicles intended to carry road motor vehicles even where persons are on on-board the carried road motor vehicles are not in the scope of this TSI.

• (C) Special vehicle Special Vehicles are in the scope of this TSI and shall demonstrate compliance with the requirement of this TSI when in running mode and when:
• (1) running on its own rail wheels (in running mode self-propelled or hauled), and
• (2) designed and intended to be detected by a track-based train detection system for traffic management. Specific requirements laid down in chapter 4 and Appendix C for OTMs are also applicable to Infrastructure Inspection Vehicles unless they are designed to be integrated into a fixed passenger train formation; in this case they shall be considered as non-passenger carrying vehicles as defined in point (A) (3). Excluded from the scope of this TSI are road-rail vehicles.

2.3.2.   Track gauge

This TSI is applicable to rolling stock which is intended to be operated on networks of track gauge 1 435 mm, or on one of the following nominal track gauges: 1 520 mm, 1 524 mm system, 1 600 mm system and 1 668 mm system.

2.3.3.   Maximum speed

Considering the integrated railway system composed of several subsystems (in particular fixed installations; see Section 2.1), the maximum design speed of rolling stock is deemed to be lower or equal to 350 km/h.

In case of maximum design speed higher than 350 km/h, this technical specification applies, but has to be complemented for the speed range above 350 km/h (or maximum speed related to a particular parameter, where specified in the relevant point of Section 4.2 up to the maximum design speed, by application of the procedure for innovative solutions described in Article 10.

3. ESSENTIAL REQUIREMENTS

3.1.   Elements of the rolling stock subsystem corresponding to the essential requirements

The following table indicates the essential requirements, as set out and numbered in Annex III of Directive (EU) 2016/797, taken into account by the specifications set out in Chapter 4.

Rolling stock elements corresponding to essential requirements

• Note: only those points in point 4.2, which contain requirements, are listed.

Ref. point	Element of the rolling stock sub-system	Safety	Reliability-Availability	Health	Environmental protection	Technical compatibility	Accessibility
4.2.2.2.2	Inner coupling	1.1.3 2.4.1
4.2.2.2.3	End coupling	1.1.3 2.4.1
4.2.2.2.4	Rescue coupling		2.4.2			2.5.3
4.2.2.2.5	Staff access for coupling and uncoupling	1.1.5		2.5.1		2.5.3
4.2.2.3	Gangways	1.1.5
4.2.2.4	Strength of vehicle structure	1.1.3 2.4.1
4.2.2.5	Passive safety	2.4.1
4.2.2.6	Lifting and jacking					2.5.3
4.2.2.7	Fixing of devices to carbody structure	1.1.3
4.2.2.8	Staff and freight access doors	1.1.5 2.4.1
4.2.2.9	Mechanical characteristics of glass	2.4.1
4.2.2.10	Load conditions and weighted mass	1.1.3
4.2.3.1	Gauging					2.4.3
4.2.3.2.1	Axle load parameter					2.4.3
4.2.3.2.2	Wheel load	1.1.3
4.2.3.3.1	Rolling stock characteristics for compatibility with train detection systems	1.1.1				2.4.3 2.3.2
4.2.3.3.2	Axle bearing condition monitoring	1.1.1	1.2
4.2.3.4.1	Safety against derailment running on twisted track	1.1.1 1.1.2				2.4.3
4.2.3.4.2	Running dynamic behaviour	1.1.1 1.1.2				2.4.3 2.3.2
4.2.3.4.2.1	Limit values for running safety	1.1.1 1.1.2				2.4.3
4.2.3.4.2.2	Track loading limit values					2.4.3
4.2.3.4.3	Equivalent conicity	1.1.1 1.1.2				2.4.3
4.2.3.4.3.1	Design values for new wheel profiles	1.1.1 1.1.2				2.4.3
4.2.3.4.3.2	In-service values of wheelset equivalent conicity	1.1.2	1.2			2.4.3
4.2.3.5.1	Structural design of bogie frame	1.1.1 1.1.2
4.2.3.5.2.1	Mechanical and geometrical characteristics of wheelsets	1.1.1 1.1.2				2.4.3
4.2.3.5.2.2	Mechanical and geometrical characteristics of wheels	1.1.1 1.1.2
4.2.3.5.3	Automatic variable gauge systems	1.1.1 1.1.2, 1.1.3	1.2			1.5
4.2.3.6	Minimum curve radius	1.1.1 1.1.2				2.4.3
4.2.3.7	Life guards	1.1.1
4.2.4.2.1	Braking — Functional requirements	1.1.1 2.4.1	2.4.2			1.5
4.2.4.2.2	Braking — Safety requirements	1.1.1	1.2 2.4.2
4.2.4.3	Type of brake system					2.4.3 2.3.2
4.2.4.4.1	Emergency braking command	2.4.1				2.4.3 2.3.2
4.2.4.4.2	Service braking command					2.4.3 2.3.2
4.2.4.4.3	Direct braking command					2.4.3
4.2.4.4.4	Dynamic braking command	1.1.3				2.3.2
4.2.4.4.5	Parking braking command					2.4.3
4.2.4.5.1	Braking performance -General requirements	1.1.1 2.4.1	2.4.2			1.5
4.2.4.5.2	Emergency braking	1.1.2 2.4.1				2.4.3 2.3.2
4.2.4.5.3	Service braking					2.4.3 2.3.2
4.2.4.5.4	Calculations related to thermal capacity	2.4.1				2.4.3
4.2.4.5.5	Parking brake	2.4.1				2.4.3
4.2.4.6.1	Limit of wheel rail adhesion profile	2.4.1	1.2 2.4.2
4.2.4.6.2	Wheel slide protection system	2.4.1	1.2 2.4.2
4.2.4.7	Dynamic brake — Braking systems linked to traction system	2.4.1	1.2 2.4.2
4.2.4.8.1.	Braking system independent of adhesion conditions – General	2.4.1	1.2 2.4.2
4.2.4.8.2.	Magnetic track brake					2.4.3 2.3.2
4.2.4.8.3	Eddy current track brake					2.4.3 2.3.2
4.2.4.9	Brake state and fault indication	1.1.1	1.2 2.4.2
4.2.4.10	Brake requirements for rescue purposes		2.4.2
4.2.5.1	Sanitary systems				1.4.1
4.2.5.2	Audible communication system	2.4.1
4.2.5.3	Passenger alarm	2.4.1
4.2.5.4	Communication devices for passengers	2.4.1
4.2.5.5	Exterior doors: access to and egress from Rolling stock	2.4.1				2.3.2
4.2.5.6	Exterior doors: system construction	1.1.3 2.4.1
4.2.5.7	inter-unit doors	1.1.5
4.2.5.8	Internal air quality			1.3.2
4.2.5.9	body side windows	1.1.5
4.2.6.1	Environmental conditions		2.4.2
4.2.6.2.1	Slipstream effects on passengers on platform and on workers at track side	1.1.1		1.3.1
4.2.6.2.2	Head pressure pulse					2.4.3
4.2.6.2.3	Maximum pressure variations in tunnels					2.4.3
4.2.6.2.4	Crosswind	1.1.1
4.2.6.2.5	Aerodynamic effect on ballasted track	1.1.1				2.4.3
4.2.7.1.1	Head lights					2.4.3 2.3.2
4.2.7.1.2	Marker lights	1.1.1				2.4.3
4.2.7.1.3	Tail lights	1.1.1				2.4.3
4.2.7.1.4	Lamp controls					2.4.3
4.2.7.2.1	Horn – General	1.1.1				2.4.3 2.6.3
4.2.7.2.2	Warning horn sound pressure levels	1.1.1		1.3.1
4.2.7.2.3	Protection					2.4.3
4.2.7.2.4	Horn control	1.1.1				2.4.3
4.2.8.1	Traction performance					2.4.3 2.6.3 2.3.2
4.2.8.2 4.2.8.2.1 to 4.2.8.2.9	Power supply					1.5 2.4.3 2.3.2
4.2.8.2.10	Electrical protection of the train	2.4.1
4.2.8.4	Protection against electrical hazards	2.4.1
4.2.9.1.1	Driver's cab – General	—	—	—	—	—
4.2.9.1.2	Access and egress	1.1.5				2.4.3
4.2.9.1.3	External visibility	1.1.1				2.4.3 2.3.2
4.2.9.1.4	Interior layout	1.1.5
4.2.9.1.5	Driver's seat			1.3.1
4.2.9.1.6	Driver's desk- Ergonomics	1.1.5		1.3.1		2.3.2
4.2.9.1.7	Climate control and air quality			1.3.1
4.2.9.1.8	Internal lighting					2.6.3
4.2.9.2.1	Windscreen — Mechanical characteristics	2.4.1
4.2.9.2.2	Windscreen — Optical characteristics					2.4.3 2.3.2
4.2.9.2.3	Windscreen – Equipment					2.4.3
4.2.9.3.1	Driver’s activity control function	1.1.1				2.6.3
4.2.9.3.2	Speed indication	1.1.5
4.2.9.3.3	Driver display unit and screens	1.1.5
4.2.9.3.4	Controls and indicators	1.1.5
4.2.9.3.5	Labelling					2.6.3
4.2.9.3.6	Radio remote control function by staff for shunting operation	1.1.1				2.3.2
4.2.9.3.7	Derailment detection and prevention signal processing	1.1.1 1.1.2
4.2.9.3.7a	On-board derailment detection and prevention function	1.1.1 1.1.2
4.2.9.3.8	Requirements for management of ETCS modes	1.1.1				1.5 2.3.2
4.2.9.3.9	Traction status					2.3.2
4.2.9.4	On-board tools and portable equipment	2.4.1				2.4.3 2.6.3
4.2.9.5	Storage facility for staff personal effects	—	—	—	—	—
4.2.9.6	Recording device					2.4.4 2.3.2
4.2.10.2	Fire safety – Measures to prevent fire	1.1.4		1.3.2	1.4.2
4.2.10.3	Measures to detect/control fire	1.1.4
4.2.10.4	Requirements related to emergency situations	2.4.1				2.3.2
4.2.10.5	Requirements related to evacuation	2.4.1
4.2.11.2	Train exterior cleaning					1.5
4.2.11.3	Connection to toilet discharge system					1.5
4.2.11.5	Interface for water refilling					1.5
4.2.11.6	Special requirements for stabling of trains					1.5
4.2.11.7	Refuelling equipment					1.5
4.2.11.8	Train interior cleaning – power supply					2.5.3
4.2.12.2	General documentation					1.5
4.2.12.3	Documentation related to maintenance	1.1.1				2.5.1 2.5.2 2.6.1 2.6.2
4.2.12.4	Operating documentation	1.1.1				2.4.2 2.6.1 2.6.2
4.2.12.5	Lifting diagram and instructions					2.5.3
4.2.12.6	Rescue related descriptions		2.4.2			2.5.3
4.2.13	Interface requirements with Automated Train Operation					1.5 2.3.2 2.4.3

3.2.   Essential requirements not covered by this TSI

Some of the essential requirements classified as ‘general requirements’ or ‘requirements specific to each subsystem’ in Annex III to Directive (EU) 2016/797 that have an impact on the rolling stock subsystem are covered in a limited way by the scope of this TSI.

4. CHARACTERISATION OF THE ROLLING STOCK SUBSYSTEM

4.1.   Introduction

4.1.1.   General

• (1) The Union's rail system, to which  Directive (EU) 2016/797 applies and of which the rolling stock subsystem is a part, is an integrated system whose consistency needs to be verified. This consistency must be checked in particular with regard to the specifications of the rolling stock subsystem, its interfaces with the other subsystems of the Union's rail system in which it is integrated, as well as the operating and maintenance rules.

• (2) The basic parameters of the rolling stock sub-system are defined in the present Chapter 4 of this TSI.

• (3) Except where this is strictly necessary for the interoperability of the Union's rail system, the functional and technical specifications of the subsystem and its interfaces described in Sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions.

• (4) Some of the rolling stock characteristics that are mandated to be recorded in the ‘European register of authorised types of vehicles’ (according to the relevant Commission Decision) are described in point 7.1.2 (see Table 17a). Additionally, those characteristics are required to be provided in the rolling stock technical documentation described in point 4.2.12.

4.1.2.   Description of the Rolling stock subject to the application of this TSI

• (1) Rolling stock subject to the application of this TSI (designated as a unit in the context of this TSI) shall be described in the certificate of ‘EC’ verification, using one of the following characteristics:
• — Trainset in fixed formation and, when required, predefined formation(s) of several trainsets of the type under assessment for multiple operation.
• — Single vehicle or fixed rakes of vehicles intended for predefined formation(s).
• — Single vehicle or fixed rakes of vehicles intended for general operation and when required, predefined formation(s) of several vehicles (locomotives) of the type under assessment for multiple operation. Note: Multiple operation of the unit under assessment with other types of rolling stock is not in the scope of this TSI.

• (2) Definitions related to train formation and units are given in Section 2.2 of this TSI.

• (3) When a unit intended for use in fixed or predefined formation(s) is assessed, the formation(s) for which such assessment is valid shall be defined by the party asking for assessment, and stated in the certificate of ‘EC’ verification. The definition of each formation shall include the type designation of each vehicle (or of vehicle bodies and wheelsets in case of articulated fixed formation), and their arrangement in the formation. Additional details are given in  points 6.2.8 and 9.

• (4) Some characteristics or some assessments of a unit intended to be used in general operation, will require defined limits regarding the train formations. These limits are laid down in Section 4.2 and in  point 6.2.7.

4.1.3.   Main categorisation of the rolling stock for application of TSI requirements

• (1) A rolling stock technical categorisation system is used in the following  points of this TSI to define relevant requirements applicable to a unit.

• (2) The technical category(ies) relevant for the unit subject to the application of this TSI shall be identified by the party asking for assessment. This categorisation shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from this TSI, and shall be stated in the certificate of ‘EC’ verification.

• (3) The technical categories of rolling stock are the following:
• — Unit designed to carry passengers
• — Unit designed to carry passenger-related load (luggage, cars, etc.)
• — Unit designed to carry other payload (mail, freight, etc.) in self-propelling trains
• — Unit fitted with a driver's cab
• — Unit fitted with traction equipment
• — Electric unit, defined as a unit supplied with electric energy by electrification system(s) specified in the Energy TSI.
• — Thermal traction unit
• — Freight locomotive: Unit designed to haul freight wagons
• — Passenger locomotive: Unit designed to haul passenger carriages
• — Special Vehicles (see point 2.2.2, letter C) A unit is characterised by one or several of the categories above.

• (4) Unless stated otherwise in the  points of Section 4.2, requirements specified in this TSI apply to all technical categories of rolling stock defined above.

• (5) The unit operational configuration shall also be considered when it is assessed; a distinction shall be made between:
• — A unit that can be operated as a train.
• — A unit that cannot be operated alone, and that has to be coupled with other unit(s) to be operated as a train (see also  points 4.1.2, 6.2.7 and 6.2.8).

• (6) The maximum design speed of the unit subject to the application of this TSI shall be declared by the party asking for assessment; it shall be a multiple of 5 km/h (see also  point 4.2.8.1.2) when its value is higher than 60 km/h; it shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from this TSI, and shall be stated in the certificate of ‘EC’ verification.

4.1.4.   Categorisation of the rolling stock for fire safety

• (1) In respect of fire safety requirements, four categories of rolling stock are defined and specified in the TSI SRT.
• — Category A passenger rolling stock (including passenger locomotive),
• — Category B passenger rolling stock (including passenger locomotive),
• — Freight locomotive, and self-propelling unit designed to carry other payload than passengers (mail, freight, infrastructure inspection vehicle, etc.),
• — OTMs.

• (2) The compatibility between the category of the unit and its operation in tunnels is set out in the TSI SRT.

• (3) For units designed to carry passengers or haul passenger carriages, and subject to the application of this TSI, category A is the minimum category to be selected by the party asking for assessment; the criteria for selecting category B are given in the TSI SRT.

• (4) This categorisation shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from the  point 4.2.10 of this TSI, and shall be stated in the certificate of ‘EC’ verification.

4.2.   Functional and technical specification of the sub-system

4.2.1.   General

4.2.1.1.   Breakdown

• (1) The functional and technical specifications of the rolling stock subsystem are grouped and sorted out in the following  points of this section:
• — Structures and mechanical parts
• — Track interaction and gauging
• — Braking
• — Passenger related items
• — Environmental conditions
• — External lights & audible and visible warning devices
• — Traction and electrical equipment
• — Driver's cab and driver-machine interface
• — Fire safety and evacuation
• — Servicing
• — Documentation for operation and maintenance

• (2) For particular technical aspects specified in Chapters 4, 5 and 6, the functional and technical specification makes an explicit reference to a  point of an EN standard or other technical document, as allowed by  Article 4(8) of Directive (EU) 2016/797; these references are listed in the Appendix J of this TSI.

• (3) Information needed on board for the train staff to be aware of the operational state of the train (normal state, equipment out of order, degraded situation …) are described in the  point dealing with the relevant function, and in  point 4.2.12 ‘documentation for the operation and maintenance’.

4.2.1.2.   Open points

Open points in accordance with Article 4(6) of Directive (EU) 2016/797 are listed in Appendix I.

4.2.1.3.   Safety aspects

• (1) The functions that are essential to safety are identified in Section 3.1 of this TSI by their link to the essential requirements ‘safety’.

• (2) Safety requirements related to these functions are covered by the technical specifications expressed in the corresponding  point of Section 4.2 (e.g. ‘passive safety’, ‘wheels’, etc.).

• (3) Where these technical specifications need to be complemented by requirements expressed in terms of safety requirements (severity level), they are also specified in the corresponding  point of Section 4.2.

• (4) Electronic devices and software, which are used to fulfil functions essential to safety shall be developed and assessed according to a methodology adequate for safety related electronic devices and software.

4.2.2.   Structure and mechanical parts

4.2.2.1.   General

• (1) This part addresses requirements relating to the design of vehicle structural body (strength of vehicle structure) and of the mechanical links (mechanical interfaces) between vehicles or between units.

• (2) Most of these requirements aim at ensuring the train's mechanical integrity in operation and rescue operation as well as protecting passenger and staff compartments in the event of collision or derailment.

4.2.2.2.   Mechanical interfaces

4.2.2.2.1.   General and definitions

In order to form a train (as defined in Section 2.2) vehicles are coupled together in a way that enables them to be operated together. The coupling is the mechanical interface that enables this. There are several types of couplings:

• (1) ‘Inner’ coupling (also called ‘intermediate’ coupling) is the coupling device between vehicles in order to form a unit composed of several vehicles (e.g. a fixed rake of coaches or a trainset)

• (2) ‘End coupling’ (‘external’ coupling) of units is the coupling device used to couple together two (or several) units to form a train. An end coupling can be ‘automatic’, ‘semi-automatic’ or ‘manual’. An end coupling can be used for rescue purpose (see  point 4.2.2.2.4). In the context of this TSI, a ‘Manual’ coupling is an end coupling system which requires (one or several) person(s) to stand between the units to be coupled or uncoupled for the mechanical coupling of these units.

• (3) ‘Rescue coupling’ is the coupling device that enables a unit to be rescued by a recovery power unit equipped with a ‘standard’ manual coupling as per  point 4.2.2.2.3 where the unit to be rescued is equipped with a different coupling system or is not equipped with any coupling system.

4.2.2.2.2   Inner coupling

• (1) Inner couplings between the different vehicles (fully supported by their own wheels) of a unit shall incorporate a system capable of withstanding the forces due to the intended operating conditions.

• (2) Where the inner coupling system between vehicles has a lower longitudinal strength than the end coupling(s) of the unit, provisions shall be made to rescue the unit in case of breakage of any such inner coupling; these provisions shall be described in the documentation required in  point 4.2.12.6.

• (3) In case of articulated units, the joint between two vehicles sharing the same running gear shall comply with the requirements of the specification referenced in Appendix J-1, index 1.

4.2.2.2.3   End coupling

• (a) General Requirements
• (a-1) Requirements on characteristics of end coupling
• (1) Where an end coupling is provided at any end of a unit, the following requirements apply to all types of end coupling (automatic, semi-automatic or manual):
• — End couplings shall incorporate a resilient coupling system, capable of withstanding the forces due to the intended operational and rescue conditions.
• — The type of mechanical end coupling together with its nominal maximum design values of tensile and compressive forces and the height above rail level of its centre line (unit in working order with new wheels) shall be recorded in the technical documentation described in  point 4.2.12.
• (2) Where there is no coupling at any end of a unit, a device to allow a rescue coupling shall be provided at such end of the unit.
• (a-2) Requirements on type of end coupling
• (1) Units assessed in fixed or predefined formation, and of maximum design speed higher or equal to 250 km/h, shall be equipped at each end of the formation with an automatic centre buffer coupler geometrically and functionally compatible with a ‘Type 10 latch system automatic centre buffer coupler’ (as defined in point 5.3.1); the height above rail of its coupling centre line shall be 1 025 mm + 15 mm /– 5 mm (measured with new wheels in load condition ‘design mass in working order’).
• (2) Units designed and assessed for general operation and designed to be operated solely on the 1 520 mm system shall be fitted with a centre buffer coupler geometrically and functionally compatible with a ‘SA3 coupling’; the height above rail of its coupling centre line shall be between 980 to 1 080 mm (for all wheel and load conditions).

• (b) Requirements on ‘Manual’ coupling system
• (b-1) Provisions to units
• (1) The following provisions apply specifically to units fitted with a ‘Manual’ coupling system:
• — The coupling system shall be designed so that no human presence between the units to be coupled/uncoupled is required whilst either one is moving.
• — For units designed and assessed to be operated in ‘general operation’ or in ‘predefined formation’, and fitted with a manual coupling system, this coupling system shall be of UIC type (as defined in point 5.3.2).
• (2) These units shall comply with the additional requirements of point (b-2) below.
• (b-2) Compatibility between units On units equipped with manual coupling system of UIC type (as described in  point 5.3.2) and pneumatic brake system compatible with UIC type (as described in  point 4.2.4.3), the following requirements apply:
• (1) The buffers and the screw coupling shall be installed according to the specification referenced in Appendix J-1, index [2].
• (2) The dimensions and layout of brake pipes and hoses, couplings and cocks shall meet the requirements set out in the same specification.

4.2.2.2.4   Rescue coupling

• (1) Provisions shall be made to enable the recovery of the line in case of breakdown by hauling or propelling the unit to be rescued.

• (2) Where the unit to be rescued is fitted with an end coupling, rescue shall be possible by means of a power unit equipped with the same type of end coupling system (including compatible height above rail level of its centre line).

• (3) For all units, rescue shall be possible by means of a recovery unit i.e. a power unit featuring at each of its ends intended to be used for rescue purposes:
• (a) On 1 435 mm, 1 524 mm, 1 600 mm or 1 668 mm systems:
• — A manual coupling system of UIC type (as described in  points 4.2.2.2.3 and 5.3.2) and pneumatic brake system of UIC type (as described in  point 4.2.4.3),
• — Lateral location of brake pipes and cocks according to the specification referenced in Appendix J-1, index [2],
• — A free space of 395 mm above the centre line of the hook to allow the fitting of the rescue adaptor as described below.
• (b) On 1 520 mm system:
• — A centre buffer coupler geometrically and functionally compatible with a ‘SA3 coupling’; the height above rail of its coupling centre line being between 980 to 1 080 mm (for all wheel and load conditions). This is achieved either by means of a permanently installed compatible coupling system or through a rescue coupler (also called rescue adaptor). In the latter case, the unit assessed against this TSI shall be designed so that it is possible to carry the rescue coupler on-board.

• (4) The rescue coupler (as defined in  point 5.3.3) shall comply with the following requirements:
• — To be designed to allow the rescue at a speed of at least 30 km/h,
• — To be secured after mounting onto the recovery unit in a way that prevents it coming off during the rescue operation,
• — To withstand the forces due to the intended rescuing conditions,
• — To be designed such that it does not require any human presence between the recovery unit and the unit to be rescued whilst either one is moving,
• — Neither the rescue coupler nor any braking hose shall limit the lateral movement of the hook when fitted onto the recovery unit.

• (5) The brake requirement for rescue purpose is covered by the  point 4.2.4.10 of this TSI.

4.2.2.2.5   Staff access for coupling and uncoupling

• (1) Units and end coupling-systems shall be designed so that staff is not exposed to undue risk during coupling and uncoupling, or rescue operations.

• (2) To comply with this requirement, units fitted with manual coupling systems of UIC type as per point 4.2.2.2.3(b) shall comply with the following requirements (the ‘Bern rectangle’):
• — On units equipped with screw couplers and side buffers, the space for staff operation shall be in accordance to the specification referenced in Appendix J-1, index [2].
• — Where a combined automatic and screw coupler is fitted it is permissible for the auto coupler head to infringe the Berne rectangle on the left-hand side when it is stowed and the screw coupler is in use. There shall be a handrail under each buffer. The handrails shall withstand a force of 1,5 kN.

• (3) The operating and rescue documentation specified in  points 4.2.12.4 and 4.2.12.6 shall describe measures that are necessary to meet this requirement. Member States may also require application of those requirements.

4.2.2.3.   Gangways

• (1) Where a gangway is provided as a means for passengers to circulate from one coach or one trainset to another, it shall accommodate all relative movements of vehicles in normal operation without exposing passengers to undue risk.

• (2) Where operation with the gangway not being connected is foreseen, it shall be possible to prevent access by passengers to the gangway.

• (3) Requirements related to the gangway door when the gangway is not in use are specified in  point 4.2.5.7 ‘Passenger-related items — Inter-unit doors’.

• (4) Additional requirements are expressed in the TSI PRM.

• (5) These requirements of this  point do not apply to the end of vehicles where this area is not intended for regular use by passengers.

4.2.2.4.   Strength of vehicle structure

• (1) This  point applies to all units except OTMs.

• (2) For OTMs, alternative requirements to those expressed in this  point for static load, category and acceleration are set out in Appendix C,  point C.1.

• (3) The static and dynamic strength (fatigue) of vehicle bodies is relevant to ensure the safety required for the occupants and the structural integrity of the vehicles in train and in shunting operations. Therefore, the structure of each vehicle shall comply with the requirements of the specification referenced in Appendix J-1, index [1] where the rolling stock categories to be taken into account shall correspond to category L for locomotives and power head units and to categories PI or PII for all other types of vehicle within the scope of this TSI.

• (4) Proof of the strength of the vehicle body may be demonstrated by calculations and/or by testing, according to the conditions set up in the specification referenced in Appendix J-1, index [1].

• (5) In case of a unit designed for higher compressive force than those of the categories (required in point (3) as a minimum) in the specification referenced in Appendix J-1, index [1], this specification does not cover the proposed technical solution; it is then permissible to use for compressive force other normative documents that are publicly available. In that case it shall be verified by the notified body that the alternative normative documents form part of a technically consistent set of rules applicable to the design, construction and testing of the vehicle structure. The value of compressive force shall be recorded in the technical documentation defined in  point 4.2.12.

• (6) The load conditions considered shall be consistent with those defined in  point 4.2.2.10 of this TSI.

• (7) The assumptions for aerodynamic loading shall be those described in  point 4.2.6.2.2 of this TSI (passing of 2 trains).

• (8) Joining techniques are covered by the above requirements. A verification procedure shall exist to ensure at the production phase that defects that may decrease the mechanical characteristics of the structure are controlled.

4.2.2.5.   Passive safety

• (1)The requirements specified in this point apply to all units, except to units not intended to carry passengers or staff during operation and except to OTMs.

• (2)For units designed to be operated on the 1 520 mm system, the requirements on passive safety described in this point are of voluntary application. If the Applicant chooses to apply the requirements on passive safety described in this point, this shall be recognised by Member States. Member States may also require application of those requirements.

• (3)For locomotives designed to be operated on the 1 524 mm system, the requirements on passive safety described in this point are of voluntary application. If the Applicant chooses to apply the requirements on passive safety described in this point, this shall be recognised by Member States.

• (4)Units which cannot operate up to the collision speeds specified under any of the collision scenarios below are exempted from the provisions related to that collision scenario.

• (5)Passive safety is aimed at complementing active safety when all other measures have failed. For this purpose, the mechanical structure of vehicles shall provide protection of the occupants in the event of a collision by providing means of:

• — limiting deceleration;

• — maintaining survival space and structural integrity of the occupied areas;

• — reducing the risk of overriding;

• — reducing the risk of derailment;

• — limiting the consequences of hitting a track obstruction.

• To meet these functional requirements, units shall comply with the detailed requirements specified in the specification referenced in Appendix J-1, index [3] related to crashworthiness design category C-I.

• The following four reference collision scenarios shall be considered:

• — scenario 1: A front end impact between two identical units,

• — scenario 2: A front end impact with a freight wagon,

• — scenario 3: An impact of the unit with a large road vehicle on a level crossing,

• — scenario 4: An impact of the unit into a low obstacle (e.g. car on a level crossing, animal, rock, etc.).

• (6)The scenarios in point (5) are described in the specification referenced in Appendix J-1, index [3].

• (7)The requirements of the specification referenced in Appendix J-1, index [3] shall be applied in relation to the above given reference collision scenarios.

• (8)To limit the consequences of hitting a track obstruction, the leading ends of locomotives, power heads, driving coaches and trainsets shall be equipped with an obstacle deflector. The requirements with which obstacle deflectors shall comply are defined in the specification referenced in Appendix J-1, index [3].

4.2.2.6.   Lifting and jacking

• (1) This  point applies to all units.

• (2) Additional provisions concerning the lifting and jacking of OTMs are specified in Appendix C,  point C.2.

• (3) It shall be possible to safely lift or jack each vehicle composing the unit, for recovery purposes (following derailment or other accident or incident), and for maintenance purposes. To this purpose, suitable vehicle body interfaces (lifting/jacking points) shall be provided, which permit the application of vertical or quasi-vertical forces. The vehicle shall be designed for complete lifting or jacking, including the running gear (e.g. by securing/attaching the bogies to the vehicle body). It shall also be possible to lift or jack any end of the vehicle (including its running gear) with the other end resting on the remaining running gear(s).

• (4) It is recommended to design jacking points so that they can be used as lifting points with all the running gears of the vehicle linked to the underframe of the vehicle.

• (5) Jacking/Lifting points shall be located such as to enable the safe and stable lifting of the vehicle; sufficient space shall be provided underneath and around each jacking point to allow an easy installation of rescue devices. Jacking/Lifting points shall be designed such that staff is not exposed to any undue risk under normal operation or when using the rescue equipment.

• (6) When the lower structure of the bodyshell does not allow the provision of permanent built-in jacking/lifting points, this structure shall be provided with fixtures which permit the fixation of removable jacking/lifting points during the re-railing operation.

• (7) The geometry of jacking/lifting points shall be compliant with the specification referenced in Appendix J-1, index [4].

• (8) Marking of lifting points shall be made by signs compliant with the specification referenced in Appendix J-1, index [5].

• (9) The structure shall be designed with consideration of the loads specified in the specification referenced in Appendix J-1, index [1]; proof of the strength of the vehicle body may be demonstrated by calculations or by testing, according to the conditions set up in the same specification. Alternative normative documents that are publicly available may be used under the same conditions as defined in  point 4.2.2.4 above.

• (10) For each vehicle of the unit, a jacking and lifting diagram and corresponding instructions shall be provided in the documentation as described in  points 4.2.12.5 and 4.2.12.6 of this TSI. Instructions shall be given as far as feasible by pictograms.

4.2.2.7.   Fixing of devices to carbody structure

• (1) This  point applies to all units, except to OTMs.

• (2) Provisions concerning the structural strength of OTMs are specified in Appendix C,  point C.1.

• (3) Fixed devices including those inside the passenger areas, shall be attached to the car body structure in a way that prevents these fixed devices becoming loose and presenting a risk of passenger injuries or lead to a derailment. To this aim, attachments of these devices shall be designed according to the specification referenced in Appendix J-1,  index [1], considering category L for locomotives and category P-I or P-II for passenger rolling stock.

Alternative normative documents may be used under the same conditions as defined in  point 4.2.2.4 above.

4.2.2.8.   Staff and freight Access doors

• (1) The doors for use of passengers are covered by the  point 4.2.5 of this TSI: ‘Passenger related items’. Cab doors are addressed in  point 4.2.9 of this TSI. This  point addresses doors for freight use and for use of train crew other than cab doors.

• (2) Vehicles fitted with a compartment dedicated to train crew or freight shall be equipped with a device to close and lock the doors. The doors shall remain closed and locked until they are intentionally released.

4.2.2.9.   Mechanical characteristics of glass (other than windscreens)

• (1) Where glass is used in glazing (including mirrors), it shall be either laminated or toughened glass which is in accordance with one of the relevant publicly available standards suitable for railway application with regard to the quality and area of use, thereby minimising the risk to passenger and staff being injured by breaking glass.

4.2.2.10.   Load conditions and weighed mass

• (1) The following load conditions defined in the specification referenced in Appendix J-1, index [6], shall be determined:
• (i) design mass under exceptional payload;
• (ii) design mass under normal payload;
• (iii) design mass in working order;
• (iv) operational mass under normal payload;
• (v) operational mass in working order.

• (2) The hypothesis taken for arriving at the load conditions above shall be justified and documented in the general documentation described in  point 4.2.12.2 of this TSI. These hypothesis shall be based on a rolling stock categorisation (high speed and long distance train, other) and on a payload description (passengers, payload per m² in standing and service areas) consistent with the specification referenced in Appendix J-1,  index [6]; values for the different parameters may deviate from this standard provided that they are justified.

• (3) For OTMs, different load conditions (minimum mass, maximum mass) may be used, in order to take into account optional on-board equipment.

• (4) The conformity assessment procedure is described in  point 6.2.3.1 of this TSI.

• (5) For each load condition defined above, the following information shall be provided in the technical documentation described in  point 4.2.12:
• — Total vehicle mass (for each vehicle of the unit)
• — Mass per axle (for each axle)
• — Mass per wheel (for each wheel).

Note: for units equipped with independently rotating wheels, ‘axle’ shall be interpreted as a geometric notion, and not as a physical component; this is valid to the whole TSI, unless stated otherwise.

4.2.3.   Track interaction and gauging

4.2.3.1.   Gauging

• (1)This point concerns the rules for calculation and verification intended for sizing the rolling stock to run on one or several infrastructures without interference risk.

• For units designed to be operated on other track gauge(s) than 1 520 mm system:

• (2)The applicant shall select the intended reference profile including the reference profile for the lower parts. This reference profile shall be recorded in the technical documentation defined in point 4.2.12.

• (3)The compliance of a unit with this intended reference profile shall be established by one of the methods set out in the specification referenced in Appendix J-1, index [7].

• (4)In case the unit is declared as compliant with one or several of the reference profiles G1, GA, GB, GC or DE3, including those related to the lower part GI1, GI2 or GI3, as set out in the specification referenced in Appendix J-1, index [7], compliance shall be established by the kinematic method as set out in the specification referenced in Appendix J-1, index [7].

• The compliance to those reference profile(s) shall be recorded in the technical documentation defined in point 4.2.12.

• (5)For electric units, the pantograph gauge shall be verified by calculation according to the specification referenced in Appendix J-1, index [7] to ensure that the pantograph envelope complies with the mechanical kinematic pantograph gauge which in itself is determined according to Appendix D of Commission Regulation (EU) No. 1301/2014 ([^E0009]) (‘TSI ENE’), and depends on the choice made for the pantograph head geometry: the two permitted possibilities are defined in point 4.2.8.2.9.2.

• The voltage of the power supply is considered in the infrastructure gauge in order to ensure the proper insulation distances between the pantograph and fixed installations.

• (6)The pantograph sway as specified in point 4.2.10 of TSI ENE and used for the mechanical kinematic gauge calculation shall be justified by calculations or measurements as set out in the specification referenced in Appendix J-1, index [7].